CA2211943A1 - Temperature-controlled seat - Google Patents
Temperature-controlled seatInfo
- Publication number
- CA2211943A1 CA2211943A1 CA002211943A CA2211943A CA2211943A1 CA 2211943 A1 CA2211943 A1 CA 2211943A1 CA 002211943 A CA002211943 A CA 002211943A CA 2211943 A CA2211943 A CA 2211943A CA 2211943 A1 CA2211943 A1 CA 2211943A1
- Authority
- CA
- Canada
- Prior art keywords
- air
- seat
- temperature
- contact surface
- conditioning device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000004378 air conditioning Methods 0.000 claims abstract description 45
- 238000010438 heat treatment Methods 0.000 claims abstract description 42
- 230000001143 conditioned effect Effects 0.000 claims abstract description 35
- 238000001816 cooling Methods 0.000 claims description 23
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 17
- 239000000463 material Substances 0.000 claims description 6
- 238000010792 warming Methods 0.000 claims description 3
- 238000000034 method Methods 0.000 claims 4
- 239000003570 air Substances 0.000 description 57
- 230000003750 conditioning effect Effects 0.000 description 10
- 239000012080 ambient air Substances 0.000 description 8
- 230000001276 controlling effect Effects 0.000 description 8
- 238000007605 air drying Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 238000010276 construction Methods 0.000 description 4
- 239000004020 conductor Substances 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- VVNCNSJFMMFHPL-VKHMYHEASA-N D-penicillamine Chemical compound CC(C)(S)[C@@H](N)C(O)=O VVNCNSJFMMFHPL-VKHMYHEASA-N 0.000 description 2
- 229940075911 depen Drugs 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 230000035699 permeability Effects 0.000 description 2
- 230000036642 wellbeing Effects 0.000 description 2
- 241000518994 Conta Species 0.000 description 1
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001035 drying Methods 0.000 description 1
- 239000004744 fabric Substances 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000005338 heat storage Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000010985 leather Substances 0.000 description 1
- 230000005012 migration Effects 0.000 description 1
- 238000013508 migration Methods 0.000 description 1
- VZUGBLTVBZJZOE-KRWDZBQOSA-N n-[3-[(4s)-2-amino-1,4-dimethyl-6-oxo-5h-pyrimidin-4-yl]phenyl]-5-chloropyrimidine-2-carboxamide Chemical compound N1=C(N)N(C)C(=O)C[C@@]1(C)C1=CC=CC(NC(=O)C=2N=CC(Cl)=CN=2)=C1 VZUGBLTVBZJZOE-KRWDZBQOSA-N 0.000 description 1
- 210000004243 sweat Anatomy 0.000 description 1
- 230000005068 transpiration Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/56—Heating or ventilating devices
- B60N2/5607—Heating or ventilating devices characterised by convection
- B60N2/5621—Heating or ventilating devices characterised by convection by air
- B60N2/5628—Heating or ventilating devices characterised by convection by air coming from the vehicle ventilation system, e.g. air-conditioning system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/56—Heating or ventilating devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/56—Heating or ventilating devices
- B60N2/5607—Heating or ventilating devices characterised by convection
- B60N2/5621—Heating or ventilating devices characterised by convection by air
- B60N2/5642—Heating or ventilating devices characterised by convection by air with circulation of air through a layer inside the seat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/16—Sealings between relatively-moving surfaces
- F16J15/34—Sealings between relatively-moving surfaces with slip-ring pressed against a more or less radial face on one member
- F16J15/3464—Mounting of the seal
- F16J15/3468—Means for controlling the deformations of the contacting faces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S454/00—Ventilation
- Y10S454/907—Seat
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
- Chair Legs, Seat Parts, And Backrests (AREA)
Abstract
A temperature-controlled seat has at least one seat contact surface (31) whose outer side faces the passenger in the seat. Conditioned air is supplied to the inner side region of the seat contact surface (31) by means of an air conditioning device (18). An electrical heating element is used to heat the seat contact surface (31) in the inner side region of the seat contact surface (31). A thermal sensor (28) detects the temperature in the region of the seat contact surface (31). To rapidly adjust the seat temperature to a preset desired temperature independently of ambient conditions, a control device (20) is provided which is linked to both the air conditioning device (18) and the electrical heating element (26) and which regulates them to a preset desired value for temperature as a function of the temperature measured by the thermal sensor (28).
Description
-Conditioned seat The invention relates to a conditioned seat that has at least one seat contact surface, the outer side of which faces towards part of a passenger in the seat, an air-conditioning device which supplies air to the region of the inner side of the seat contact surface, the water vapour partial pressure of which air is less than in the microclimate between seat contact surface and a passenger in the seat, an electrical heating element arranged in the region of the inner side of the seat contact surface for warming the seat contact surface, a temperature sensor for detecting the temperature in the region of the seat contact surface, and a controlling system which is in connection both with the air-conditioning device and with the electrical heating element and controls these corresponding to a pre-set desired temperature value in dependence on the temperature measured by the temperature sensor.
Such a conditioned seat is known from the US-A 4 572 430.
The human body's thermal balance is of critical importance for a person's sense of wellbeing. If that thermal balance is h;n~ ed as a result of contact of a relatively large part of the body surface with the seat surface of a motor vehicle seat, one's sense of well-being is adversely affected and in an extreme case health may suffer.
To solve that problem in the case of cold environmental conditions, heating systems for automobile seats are known which heat the cold vehicle seat within a short time to a temperature that feels comfortable for the passenger in the seat.
J
But even in hot environmental conditions, for example, in summer, it is undesirable for the body's thermal balance to be upset. The heat produced by the body and supplied to the body from its surrol1n~;ngs is dissipated again partly by loss of moist heat (transpiration) and partly by loss of dry heat (convection). This heat loss is prevented, however, by insulation of the body against the seat surfaces with which it is in contact.
For that reason perspiration will form under hot environmental conditions after a relatively long car journey, even on the best vehicle seat. This perspiration formation beco~es disagreeably noticeable on getting out of the car, as one's clothing is damp with perspiration in places. To avoid clothing becoming damp in this manner, DE 41 12 631 C1 proposes a vehicle seat which in the back rest has a duct adjoining the inner side of the seat contact face of the back rest, and air flows through this duct. In the duct there is arranged an airdrying device which cools the air flowing through the duct to below dewpoint so that water contA~ne~ in the air condenses and is then discharged from the duct. The seat contact surface is permeable to water vapour and largely impermeable to the air flowing through the duct.
The air dehydrated by the airdrying device is then warmed again, to that the relative humidity of that air drops. The water vapour partial pressure is therefore very low, and the air is able to absorb water vapour coming through the seat contact surface until saturation pressure is reAche~. In this ~-nne~ water vapour that has passed through the seat contact surface can be removed and the seat contact surface can be kept dry.
In the case of the known vehicle seat, the airdrying device se~ves purely for the dissipation of moisture at the outside of the seat contact surface. There is no provision for a temperature control by means of the airdrying device.
The invention is based on the problem of producing a conditioned seat using structurally simple means, in which the temperature of the seat contact surface is adjustable in a simple manner independently of the ambient conditions, wherein at the same time uniform temperature balance and a lel~ovdl of moisture from the seat contact surface is ensured.
This problem is solved by the invention of a conditioned seat with the features according to claim 1.
Depen~; ng on the position of the sensor, the temperature sensor can be constructed as a dry temperature sensor or as a wet temperature sensor, which also measures the latent heat of vaporisation.
Since the controlling system in the case of the conditioned seat according to the invention is in connection with the air-conditioning device and with the electrical heating element, it is possible to bring the conditioned seat in a short time to the desired temperature, regardless of the ambient conditions, that is, when the seat contact surface is heated for example by the sun or in winter has an initial temperature of -20~C, and to hold that temperature constant, at the same time ensuring that moisture is removed from the seat contact surface. Setting of the desired temperature can be effected by a single climatic condition controller.
An air-conditioning device can be used which controls only the temperature of the ambient air supplied to the region of the inner side of the seat contact surface, since the water vapour partial pressure of the ambient air is as a rule sufficiently low to remove moisture from the seat contact surface.
Preferably, however, both the temperature and the humidity of the air generated by the air-conditioning device is controllable by means of the controlling system. This enables a very hot seat to be cooled down quickly, the desired temperature to be maintA;neA subsequently and moisture to be removed better by virtue of the still relatively low water vapour partial pressure.
In a preferred practical form, the controlling system is formed by a microprocessor in which families of characteristics for control of the air-conditioning device and of the electrical heating element as a function of the measured temperature are stored. In this way it is possible automatically to set a correct temperature in depPnAencP on the initial temperature.
Material parameters for the region between the seat contact surface and the air-conditioning device can be taken into account in the families of characterIstics.
When using an air-conditioning device with a dehumidifying function, this arrangement advantageously has a Peltier element having a first heat PXch~nger on the cooling side and a second heat exch~nger on the heating side, the first and the second heat PXch~ngers extpnA~ng into an air duct that is in co~n~ction in the direction of flow downstream of the second heat exchanger with an air supply system which supplies the air flowing through the second heat PXch~nger to the region of the inner side of the seat contact surface.
The second heat exch~nger extends preferably into a cooling duct through which cooling air can flow.
The temperature and the humidity of the air leaving the air-conditioning device can be controlled specifically, if a respective fan is arranged in the air duct and in the cooling duct, the speed of rotation of which fan is controllable by the controlling system.
The water that has condensed in the air duct can be drawn off by a wick which is arranged in the air duct downstream of the first heat exchanger and extends to the heating side of the Peltier element.
Control of the temperature of the conditioned seat is effected at a high initial temperature of the region of the seat contact surface preferably in such a manner that the air-conditioning device is operated so that the air supplied by it to the region of the seat contact surface cools the temperature of the seat contact surface quickly and for a short time to a temperature that lies clearly below a pre-set desired temperature, and subsequently the air-conditioning device is operated so that by means of the air supplied by it to the region of the seat contact surface the desired temperature is rPAche~ and substantially maint~;ne~.
On the other hand, at a low initial temperature of the region of the seat contact surface the electrical heating element is advantageously operated at full capacity until a desired temperature is r~h~, after re~ch;ng the desired temperature the air-conditioning device is additionally operated, and the output of the electrical heating element is reduced, the desired temperature being substantially maintA;ne~. Once the seat contact surface and the regions surrollnA;ng it have been heated right through, the electrical heating element is switched off and the air-conditioning device is operated so that by means of the conditioned air supplied by it to the region of the seat contact surface the desired temperature is reached and substantially maint~;ne~.
Exemplary embodiments of the invention are explained hereinafter with reference to the drawings, in which:
~ig. 1 shows diagrammatically the construction of a conditioning device of a conditioned seat;
Fig. 2 shows the conditioning of the seat surface of a conditioned seat by the conditioning device provided with an air-drying device as the air-conditioning device;
Fig. 3 is a diagram showing the temperature control of the conditioned seat in dep~n~ence on the initial temperature.
Fig. 1 shows diagrammatically the back rest 22 and the seat part 24 of a conditioned seat for a vehicle. Sheet-type heating elements 26 and 27 of a known automobile heating system are arranged in known manner on the back rest 22 and the seat part 24 respectively; each sheet-type heating element has a linearly laid heating conductor 29 which consists, for example, of copper. The heating conductors 29 are co~n~cted to a current source (not shown), the current flowing through the heating conductors 29 being regulated by means of a microprocessor 20 serving as a controlling system.
The microprocessor 20 moreover controls the temperature and the degree of humidity of air mass flows Q41 and Q42, which are supplied by an air-conditioning deviGe 18 to the seat contact surface of the seat part 24 and the back rest 22.
Connected by way of leads 16 to the input side of the controlling system 20 is a climatic condition controller 14, which has an on-off switch 10 and a set-point adjuster 12 having, for example, six positions. By means of the set-point adjuster 12, the passenger in the seat can select the tem,perature he wants (desired temperature value). The desired temperature value is pre-set, for example, by way of a o CA 02211943 1997-07-31 resistance value of a potentiometer, a resistance decade or other variable resistance value.
The actual temperature in the region of the seat contact surface of the seat part 24 is detected, for example, by an NTC temperature sensor 28 and a corresponding temperature signal is entered in the microprocessor 20. Families of characteristics are stored in the microprocessor, by means of which the mi~Lo~l~essor 20 controls the air-conditioning device 18 and the electrical sheet-type heating elements 26, 27 in dependence on the initial temperature of the seat contact surface of the seat part 24 and/or the back rest 22.
Material parameters of the conditioned seat, such as, for example, the air permeability of the seat covering, the structure of the conditioned seat between the air-conditioning arrangement 18 and the particular seat contact surface, the moisture migration into this area in depen~nce on the partial pressures obt~i n; ng, the thermal conductivity etc., can be taken into account in the families of characteristics at the same time.
The construction of the conditioning device is explained in more detail in Fig. 2 with reference to the conditioning of the seat part 24 of a conditioned seat. The seat part 24 of the conditioned seat has a seat contact surface 31 permeable to air and water vapour and made of fabric or perforated or porous leather, adjoining the lower inner side of which is a sheet-type electrical heating element 26 permeable to air and water vapour, as described, for example, in DE 30 40 888 A1.
On the side lying opposite the seat contact surface 31, beneath the electrical sheet-type heating element 26 there is arranged an intermediate layer 32 of upholstery material permeable to air and water vapour, which even in a compressed sta,te satisfies minimum requirements in respect of CA 022ll943 l997-07-3l permeability to air and water vapour; this intermediate layer lies on top of foamed pAr~A~ng 34, In the foamed padding 34 there are provided several vertical continuous supply ducts 36 which extend from the underside to the top side of the foamed pA~ i r'lg 34 beneath the intermediate layer 32. In the upper region of the supply duct 36 on the left in Fig. 2 a temperature sensor 28 iS arranged on the underside of the intermediate layer 32.
Inserted in each supply duct 36 iS a branch pipe 38 which is connected to a main pipe 41 of the air-conditioning arrangement 18, which adjoins the discharge end of an air duct 40. The supply ducts 36, the branch pipe 38 and the main pipe 41 form a air supply system. The air duct 40 iS of U-shaped construction in the longitudinal direction. Arranged at the air inlet side of the air duct 40 cor-net~ted to the ambient air is a ventilating fan 50 by means of which ambient air is blown into the air duct 40 and flows through the air duct 40.
Adjoining the intake-end arm of the air duct 40 a Peltier element 42 iS arranged between the two arms of the air duct 40; the cooling side of the Peltier element 42 faces towards the intake-end arm and the heating side thereof faces towards the discharge-end arm of the air duct 40. A heat eXchAnger 44, which extends through the intake-end arm of the air duct 40 iS provided on the cooling side of the Peltier element 42.
The heat çXchAngers are constructed as multiple-leaf heat exchAngers which are optimised in respect of overall size, flow resistance and heat transmission.
A wick 48 which is cornected to the heating side of the Peltier element 42 iS arranged upstream of the first heat exchanger 44 in the intake-end arm of the air duct 40.
A second heat exch~nger 46 is provided on the heating side of the Peltier element 42; this heat ~Xch~nger extends, ad;acent to the cooling side of the Peltier element 42, through a cooling duct 52 rllnn;ng parallel to the arms, and then into the discharge-end arm of the air duct 40. A ventilating fan 54 by means of which ambient air Q2 can be drawn into the cooling duct 52 is provided at the intake end of the cooling duct 52.
On the basis of the above-mentioned construction of the air-conditioning device, an air mass flow Q1 drawn by the fan 50 into the air duct 40 is cooled by the first heat exch~nger 44 arranged on the cooling side of the Peltier element 42 to below dew point, so that water cont~;ne~ in the air condenses and is precipitated. This water is drawn off by way of the wick 48 to the heating side of the Peltier element 42 where it is evaporated into the ambient air.
The ~hl ;dified air then flows through the second heat exchanger 46, by which it is warmed, with the result that the relative humidity of the air is further reduced. The air conditioned in this ~nn~ is subsequently blown via the main pipe 41 and the branch piping 38 into the supply ducts 38.
The seat materials and the air conduction are selected so that the conditioned air interacts with the upper seat structures and with the air between seat and seat passenger and drying is effected by virtue of the water vapour partial pressure difference.
Once interaction has taken place, part of the air flows through the foamed material 34 back into the ambient air, whilst the other part escapes past the passenger in the seat.
At a given capacity P for the Peltier element 42, the cooling ofJthe air flow Q1 can be regulated via the speed of the fan 50. By suitable choice of the speed of the fan 54 the ~ CA 02211943 1997-07-31 temperature of the air mass flow Q4 leaving the air duct 40 can be specifically cooled, since the ambient air drawn by the fan 54 into the cooling duct 52 flows through the second heat exchanger 46 and thus reduces the temperature thereof. The air flowing through the cooling duct 52 is delivered as air mass flow Q3 to the atmosphere. The temperature of the air mass flow Q4 is therefore directly dependent on the speed of the fan 54.
The electrical heating element 26, the fans 50 and 54 and the Peltier element 42 are in co~nection with the microprocessor 20 and are regulated by this in dependence on the actual temperature measured by the temperature sensor 28 connected to the input side of the microprocessor and on the pre-set desired temperature.
When the conditioning device is put into operation by the passenger in the seat by switchi ng on the on-off switch 10 and the appropriate desired temperature has been set at the climatic condition controller, the temperature sensor 28 supplies a temperature signal corresponA; ng to the initial temperature in the region of the seat contact surface 31 to the microprocessor 20.
DepPnAing on the initial temperature and the pre-set desired temperature, the controlling system 20 determines by means of the stored families of characteristics the controlled system of the electrical heating element 26, the fans 50, 54 and the Peltier element 42.
When the initial temperature measured by the temperature sensor 28 is very cold, for example -20~C in winter, control is effected so that the microprocessor 20 activates the heating element 26 and heats up the seat at full power to the des,ired temperature Tnet selected at the set-point adjuster.
Once the desired temperature T~et has been rP~rh~A, the air-conditioning device 18 is also switched on and the power output of the electrical heating element 26 is reduced. Both the electrical heating element 26 and the air-conditioning device 18 ensure that the seat is warmed uniformly. The air-conditioning device 18 additionally ensures that moisture is removed from the seat contact surface 31 of the seat part 24.
Only when the seat part 24 has been heated through completely is the electrical heating element 26 switched off and thermal regulation of the seat contact surface 31 is carried out solely by the air-conditioning device 18 through control of the fans 50 and 54 and the Peltier element 42.
Since the seat part 24 has a very large heat storage capacity at low temperature level, switchi ng off the electrical heating element 26 too early would lead to renewed cooling of the seat contact surface 31.
However, if the seat contact surface 31 of the seat part 24 is heated up by the sun when the conditioning system is in operation, its temperature can reach 60~C or more. In that case, the seat contact surface 31 of the seat part 24 is quickly cooled down by blowing cool, dry air into the seat part using the air-conditioning device 18.
In this co~n~ction cooling is for a short period so intense that the temperature falls briefly clearly below the desired temperature T~et set by means of the set-point adjuster 12, for example, to about 28~C.
A brief cooling effect is achieved by this, which allows a rapid heat dissipation from the body, thus suppressing a tendency to sweat that would otherwise occur. Moreover, the brief cooling effect has the advantage that the passenger in the seat notices the effectiveness of the conditioning device.
Since the duration of the noticeable cooling is very short, any health risk for the passenger in the seat is avoided.
CA 022ll943 l997-07-3l After this "cooling-down effect", the microprocessor 20 controls the air-conditioning device 18 so that the seat temperature, that is, the actual temperature measured by the temperature sensor, corresponds to the desired temperature set at the controller.
During operation it can be useful to provide such a short "cooling-down effect" from time to time. This can alternate between seat surface and back rest so that it is more apparent to the passenger in the seat.
Throughout the entire operating time the air-conditioning device 18 removes the moisture occurring in the microclimate between seat contact surface and seat passenger.
In moderate ambient conditions, that is, when the actual temperature measured by the temperature sensor 28 on activation of the conditioning device lies within the temperature range pre-set by the set-point adjuster 12, the air-conditioning device 18 is activated so that it removes only the moisture in the microclimate and controls the seat temperature in the region of the pre-set desired temperature T8et .
Conditioning of the back rest 22 of the conditioned seat can be effected in the same way.
The control curves in the case of a very cold and a very warm conditioned seat are shown in Fig. 3. In the diagram shown in Fig. 3 the time t is plotted along the abscissa and the temperature T of the conditioned seat in the region of the seat contact surface 31 is plotted vertically. T~t is the desired temperature pre-settable by the set-point adjuster 12.
The desired temperature can be adjusted between about 32~C and 41~~C. This temperature range is medically quite safe for the human body.
Curve 1 in Fig. 3 shows warming of the seat where the initial temperature is -20~C. At the time t~, at which the seat is heated to the desired temperature, only the electrical sheet-type heating element is effective and is operated at full power. Subsequently, up to the time t~, the temperature of the seat is maint~ine~ in the region of the desired temperature T~t by means of the electrical heating element and the air-conditioning device. From the time t~ only the air-conditioning device is effective to remove moisture and maintain the temperature of the seat.
Curve 2 shows the thermal control of the seat with a very high initial temperature of about 60~C. By means of the air-conditioning device 18 the temperature of the seat is rapidly lowered to a temperature of about 28~C, in order obtain the above-mentioned "cooling-down effect". The seat is subsequently brought only by means of the air-conditioning device 18 till the time t~ to the desired temperature T~t.
Once the desired temperature T~t has been r~c~e~, the temperature of the seat and moisture Lel,lo~al from the seat is controlled by means of the air-conditioning device 18 so that the temperature r~~; n.~ in the region of the desired temperature T~et-
Such a conditioned seat is known from the US-A 4 572 430.
The human body's thermal balance is of critical importance for a person's sense of wellbeing. If that thermal balance is h;n~ ed as a result of contact of a relatively large part of the body surface with the seat surface of a motor vehicle seat, one's sense of well-being is adversely affected and in an extreme case health may suffer.
To solve that problem in the case of cold environmental conditions, heating systems for automobile seats are known which heat the cold vehicle seat within a short time to a temperature that feels comfortable for the passenger in the seat.
J
But even in hot environmental conditions, for example, in summer, it is undesirable for the body's thermal balance to be upset. The heat produced by the body and supplied to the body from its surrol1n~;ngs is dissipated again partly by loss of moist heat (transpiration) and partly by loss of dry heat (convection). This heat loss is prevented, however, by insulation of the body against the seat surfaces with which it is in contact.
For that reason perspiration will form under hot environmental conditions after a relatively long car journey, even on the best vehicle seat. This perspiration formation beco~es disagreeably noticeable on getting out of the car, as one's clothing is damp with perspiration in places. To avoid clothing becoming damp in this manner, DE 41 12 631 C1 proposes a vehicle seat which in the back rest has a duct adjoining the inner side of the seat contact face of the back rest, and air flows through this duct. In the duct there is arranged an airdrying device which cools the air flowing through the duct to below dewpoint so that water contA~ne~ in the air condenses and is then discharged from the duct. The seat contact surface is permeable to water vapour and largely impermeable to the air flowing through the duct.
The air dehydrated by the airdrying device is then warmed again, to that the relative humidity of that air drops. The water vapour partial pressure is therefore very low, and the air is able to absorb water vapour coming through the seat contact surface until saturation pressure is reAche~. In this ~-nne~ water vapour that has passed through the seat contact surface can be removed and the seat contact surface can be kept dry.
In the case of the known vehicle seat, the airdrying device se~ves purely for the dissipation of moisture at the outside of the seat contact surface. There is no provision for a temperature control by means of the airdrying device.
The invention is based on the problem of producing a conditioned seat using structurally simple means, in which the temperature of the seat contact surface is adjustable in a simple manner independently of the ambient conditions, wherein at the same time uniform temperature balance and a lel~ovdl of moisture from the seat contact surface is ensured.
This problem is solved by the invention of a conditioned seat with the features according to claim 1.
Depen~; ng on the position of the sensor, the temperature sensor can be constructed as a dry temperature sensor or as a wet temperature sensor, which also measures the latent heat of vaporisation.
Since the controlling system in the case of the conditioned seat according to the invention is in connection with the air-conditioning device and with the electrical heating element, it is possible to bring the conditioned seat in a short time to the desired temperature, regardless of the ambient conditions, that is, when the seat contact surface is heated for example by the sun or in winter has an initial temperature of -20~C, and to hold that temperature constant, at the same time ensuring that moisture is removed from the seat contact surface. Setting of the desired temperature can be effected by a single climatic condition controller.
An air-conditioning device can be used which controls only the temperature of the ambient air supplied to the region of the inner side of the seat contact surface, since the water vapour partial pressure of the ambient air is as a rule sufficiently low to remove moisture from the seat contact surface.
Preferably, however, both the temperature and the humidity of the air generated by the air-conditioning device is controllable by means of the controlling system. This enables a very hot seat to be cooled down quickly, the desired temperature to be maintA;neA subsequently and moisture to be removed better by virtue of the still relatively low water vapour partial pressure.
In a preferred practical form, the controlling system is formed by a microprocessor in which families of characteristics for control of the air-conditioning device and of the electrical heating element as a function of the measured temperature are stored. In this way it is possible automatically to set a correct temperature in depPnAencP on the initial temperature.
Material parameters for the region between the seat contact surface and the air-conditioning device can be taken into account in the families of characterIstics.
When using an air-conditioning device with a dehumidifying function, this arrangement advantageously has a Peltier element having a first heat PXch~nger on the cooling side and a second heat exch~nger on the heating side, the first and the second heat PXch~ngers extpnA~ng into an air duct that is in co~n~ction in the direction of flow downstream of the second heat exchanger with an air supply system which supplies the air flowing through the second heat PXch~nger to the region of the inner side of the seat contact surface.
The second heat exch~nger extends preferably into a cooling duct through which cooling air can flow.
The temperature and the humidity of the air leaving the air-conditioning device can be controlled specifically, if a respective fan is arranged in the air duct and in the cooling duct, the speed of rotation of which fan is controllable by the controlling system.
The water that has condensed in the air duct can be drawn off by a wick which is arranged in the air duct downstream of the first heat exchanger and extends to the heating side of the Peltier element.
Control of the temperature of the conditioned seat is effected at a high initial temperature of the region of the seat contact surface preferably in such a manner that the air-conditioning device is operated so that the air supplied by it to the region of the seat contact surface cools the temperature of the seat contact surface quickly and for a short time to a temperature that lies clearly below a pre-set desired temperature, and subsequently the air-conditioning device is operated so that by means of the air supplied by it to the region of the seat contact surface the desired temperature is rPAche~ and substantially maint~;ne~.
On the other hand, at a low initial temperature of the region of the seat contact surface the electrical heating element is advantageously operated at full capacity until a desired temperature is r~h~, after re~ch;ng the desired temperature the air-conditioning device is additionally operated, and the output of the electrical heating element is reduced, the desired temperature being substantially maintA;ne~. Once the seat contact surface and the regions surrollnA;ng it have been heated right through, the electrical heating element is switched off and the air-conditioning device is operated so that by means of the conditioned air supplied by it to the region of the seat contact surface the desired temperature is reached and substantially maint~;ne~.
Exemplary embodiments of the invention are explained hereinafter with reference to the drawings, in which:
~ig. 1 shows diagrammatically the construction of a conditioning device of a conditioned seat;
Fig. 2 shows the conditioning of the seat surface of a conditioned seat by the conditioning device provided with an air-drying device as the air-conditioning device;
Fig. 3 is a diagram showing the temperature control of the conditioned seat in dep~n~ence on the initial temperature.
Fig. 1 shows diagrammatically the back rest 22 and the seat part 24 of a conditioned seat for a vehicle. Sheet-type heating elements 26 and 27 of a known automobile heating system are arranged in known manner on the back rest 22 and the seat part 24 respectively; each sheet-type heating element has a linearly laid heating conductor 29 which consists, for example, of copper. The heating conductors 29 are co~n~cted to a current source (not shown), the current flowing through the heating conductors 29 being regulated by means of a microprocessor 20 serving as a controlling system.
The microprocessor 20 moreover controls the temperature and the degree of humidity of air mass flows Q41 and Q42, which are supplied by an air-conditioning deviGe 18 to the seat contact surface of the seat part 24 and the back rest 22.
Connected by way of leads 16 to the input side of the controlling system 20 is a climatic condition controller 14, which has an on-off switch 10 and a set-point adjuster 12 having, for example, six positions. By means of the set-point adjuster 12, the passenger in the seat can select the tem,perature he wants (desired temperature value). The desired temperature value is pre-set, for example, by way of a o CA 02211943 1997-07-31 resistance value of a potentiometer, a resistance decade or other variable resistance value.
The actual temperature in the region of the seat contact surface of the seat part 24 is detected, for example, by an NTC temperature sensor 28 and a corresponding temperature signal is entered in the microprocessor 20. Families of characteristics are stored in the microprocessor, by means of which the mi~Lo~l~essor 20 controls the air-conditioning device 18 and the electrical sheet-type heating elements 26, 27 in dependence on the initial temperature of the seat contact surface of the seat part 24 and/or the back rest 22.
Material parameters of the conditioned seat, such as, for example, the air permeability of the seat covering, the structure of the conditioned seat between the air-conditioning arrangement 18 and the particular seat contact surface, the moisture migration into this area in depen~nce on the partial pressures obt~i n; ng, the thermal conductivity etc., can be taken into account in the families of characteristics at the same time.
The construction of the conditioning device is explained in more detail in Fig. 2 with reference to the conditioning of the seat part 24 of a conditioned seat. The seat part 24 of the conditioned seat has a seat contact surface 31 permeable to air and water vapour and made of fabric or perforated or porous leather, adjoining the lower inner side of which is a sheet-type electrical heating element 26 permeable to air and water vapour, as described, for example, in DE 30 40 888 A1.
On the side lying opposite the seat contact surface 31, beneath the electrical sheet-type heating element 26 there is arranged an intermediate layer 32 of upholstery material permeable to air and water vapour, which even in a compressed sta,te satisfies minimum requirements in respect of CA 022ll943 l997-07-3l permeability to air and water vapour; this intermediate layer lies on top of foamed pAr~A~ng 34, In the foamed padding 34 there are provided several vertical continuous supply ducts 36 which extend from the underside to the top side of the foamed pA~ i r'lg 34 beneath the intermediate layer 32. In the upper region of the supply duct 36 on the left in Fig. 2 a temperature sensor 28 iS arranged on the underside of the intermediate layer 32.
Inserted in each supply duct 36 iS a branch pipe 38 which is connected to a main pipe 41 of the air-conditioning arrangement 18, which adjoins the discharge end of an air duct 40. The supply ducts 36, the branch pipe 38 and the main pipe 41 form a air supply system. The air duct 40 iS of U-shaped construction in the longitudinal direction. Arranged at the air inlet side of the air duct 40 cor-net~ted to the ambient air is a ventilating fan 50 by means of which ambient air is blown into the air duct 40 and flows through the air duct 40.
Adjoining the intake-end arm of the air duct 40 a Peltier element 42 iS arranged between the two arms of the air duct 40; the cooling side of the Peltier element 42 faces towards the intake-end arm and the heating side thereof faces towards the discharge-end arm of the air duct 40. A heat eXchAnger 44, which extends through the intake-end arm of the air duct 40 iS provided on the cooling side of the Peltier element 42.
The heat çXchAngers are constructed as multiple-leaf heat exchAngers which are optimised in respect of overall size, flow resistance and heat transmission.
A wick 48 which is cornected to the heating side of the Peltier element 42 iS arranged upstream of the first heat exchanger 44 in the intake-end arm of the air duct 40.
A second heat exch~nger 46 is provided on the heating side of the Peltier element 42; this heat ~Xch~nger extends, ad;acent to the cooling side of the Peltier element 42, through a cooling duct 52 rllnn;ng parallel to the arms, and then into the discharge-end arm of the air duct 40. A ventilating fan 54 by means of which ambient air Q2 can be drawn into the cooling duct 52 is provided at the intake end of the cooling duct 52.
On the basis of the above-mentioned construction of the air-conditioning device, an air mass flow Q1 drawn by the fan 50 into the air duct 40 is cooled by the first heat exch~nger 44 arranged on the cooling side of the Peltier element 42 to below dew point, so that water cont~;ne~ in the air condenses and is precipitated. This water is drawn off by way of the wick 48 to the heating side of the Peltier element 42 where it is evaporated into the ambient air.
The ~hl ;dified air then flows through the second heat exchanger 46, by which it is warmed, with the result that the relative humidity of the air is further reduced. The air conditioned in this ~nn~ is subsequently blown via the main pipe 41 and the branch piping 38 into the supply ducts 38.
The seat materials and the air conduction are selected so that the conditioned air interacts with the upper seat structures and with the air between seat and seat passenger and drying is effected by virtue of the water vapour partial pressure difference.
Once interaction has taken place, part of the air flows through the foamed material 34 back into the ambient air, whilst the other part escapes past the passenger in the seat.
At a given capacity P for the Peltier element 42, the cooling ofJthe air flow Q1 can be regulated via the speed of the fan 50. By suitable choice of the speed of the fan 54 the ~ CA 02211943 1997-07-31 temperature of the air mass flow Q4 leaving the air duct 40 can be specifically cooled, since the ambient air drawn by the fan 54 into the cooling duct 52 flows through the second heat exchanger 46 and thus reduces the temperature thereof. The air flowing through the cooling duct 52 is delivered as air mass flow Q3 to the atmosphere. The temperature of the air mass flow Q4 is therefore directly dependent on the speed of the fan 54.
The electrical heating element 26, the fans 50 and 54 and the Peltier element 42 are in co~nection with the microprocessor 20 and are regulated by this in dependence on the actual temperature measured by the temperature sensor 28 connected to the input side of the microprocessor and on the pre-set desired temperature.
When the conditioning device is put into operation by the passenger in the seat by switchi ng on the on-off switch 10 and the appropriate desired temperature has been set at the climatic condition controller, the temperature sensor 28 supplies a temperature signal corresponA; ng to the initial temperature in the region of the seat contact surface 31 to the microprocessor 20.
DepPnAing on the initial temperature and the pre-set desired temperature, the controlling system 20 determines by means of the stored families of characteristics the controlled system of the electrical heating element 26, the fans 50, 54 and the Peltier element 42.
When the initial temperature measured by the temperature sensor 28 is very cold, for example -20~C in winter, control is effected so that the microprocessor 20 activates the heating element 26 and heats up the seat at full power to the des,ired temperature Tnet selected at the set-point adjuster.
Once the desired temperature T~et has been rP~rh~A, the air-conditioning device 18 is also switched on and the power output of the electrical heating element 26 is reduced. Both the electrical heating element 26 and the air-conditioning device 18 ensure that the seat is warmed uniformly. The air-conditioning device 18 additionally ensures that moisture is removed from the seat contact surface 31 of the seat part 24.
Only when the seat part 24 has been heated through completely is the electrical heating element 26 switched off and thermal regulation of the seat contact surface 31 is carried out solely by the air-conditioning device 18 through control of the fans 50 and 54 and the Peltier element 42.
Since the seat part 24 has a very large heat storage capacity at low temperature level, switchi ng off the electrical heating element 26 too early would lead to renewed cooling of the seat contact surface 31.
However, if the seat contact surface 31 of the seat part 24 is heated up by the sun when the conditioning system is in operation, its temperature can reach 60~C or more. In that case, the seat contact surface 31 of the seat part 24 is quickly cooled down by blowing cool, dry air into the seat part using the air-conditioning device 18.
In this co~n~ction cooling is for a short period so intense that the temperature falls briefly clearly below the desired temperature T~et set by means of the set-point adjuster 12, for example, to about 28~C.
A brief cooling effect is achieved by this, which allows a rapid heat dissipation from the body, thus suppressing a tendency to sweat that would otherwise occur. Moreover, the brief cooling effect has the advantage that the passenger in the seat notices the effectiveness of the conditioning device.
Since the duration of the noticeable cooling is very short, any health risk for the passenger in the seat is avoided.
CA 022ll943 l997-07-3l After this "cooling-down effect", the microprocessor 20 controls the air-conditioning device 18 so that the seat temperature, that is, the actual temperature measured by the temperature sensor, corresponds to the desired temperature set at the controller.
During operation it can be useful to provide such a short "cooling-down effect" from time to time. This can alternate between seat surface and back rest so that it is more apparent to the passenger in the seat.
Throughout the entire operating time the air-conditioning device 18 removes the moisture occurring in the microclimate between seat contact surface and seat passenger.
In moderate ambient conditions, that is, when the actual temperature measured by the temperature sensor 28 on activation of the conditioning device lies within the temperature range pre-set by the set-point adjuster 12, the air-conditioning device 18 is activated so that it removes only the moisture in the microclimate and controls the seat temperature in the region of the pre-set desired temperature T8et .
Conditioning of the back rest 22 of the conditioned seat can be effected in the same way.
The control curves in the case of a very cold and a very warm conditioned seat are shown in Fig. 3. In the diagram shown in Fig. 3 the time t is plotted along the abscissa and the temperature T of the conditioned seat in the region of the seat contact surface 31 is plotted vertically. T~t is the desired temperature pre-settable by the set-point adjuster 12.
The desired temperature can be adjusted between about 32~C and 41~~C. This temperature range is medically quite safe for the human body.
Curve 1 in Fig. 3 shows warming of the seat where the initial temperature is -20~C. At the time t~, at which the seat is heated to the desired temperature, only the electrical sheet-type heating element is effective and is operated at full power. Subsequently, up to the time t~, the temperature of the seat is maint~ine~ in the region of the desired temperature T~t by means of the electrical heating element and the air-conditioning device. From the time t~ only the air-conditioning device is effective to remove moisture and maintain the temperature of the seat.
Curve 2 shows the thermal control of the seat with a very high initial temperature of about 60~C. By means of the air-conditioning device 18 the temperature of the seat is rapidly lowered to a temperature of about 28~C, in order obtain the above-mentioned "cooling-down effect". The seat is subsequently brought only by means of the air-conditioning device 18 till the time t~ to the desired temperature T~t.
Once the desired temperature T~t has been r~c~e~, the temperature of the seat and moisture Lel,lo~al from the seat is controlled by means of the air-conditioning device 18 so that the temperature r~~; n.~ in the region of the desired temperature T~et-
Claims (12)
1. Conditioned seat, having - at least one seat contact surface (31), the outer side of which faces towards part of a passenger in the seat, - an air-conditioning device (18) which supplies air to the region of the inner side of the seat contact surface (31), the water vapour partial pressure of which air is less than in the microclimate between seat contact surface (31) and a passenger in the seat, - an electrical heating element (24) arranged in the region of the inner side of the seat contact surface (31) for warming the seat contact surface (31), - a temperature sensor (28) for detecting the tem-perature in the region of the seat contact surface (31), and - a controlling system (20) which is in connection both with the air-conditioning device (18) and with the electrical heating element (24) and controls these corresponding to a pre-set desired temperature value in dependence on the temperature measured by the temperature sensor (28), characterised in that - the air-conditioning device (18) has a Peltier element (42) having a first heat exchanger (44) on its cooling side and a second heat exchanger (46) on its heating side, the first heat exchanger (44) and the second heat exchanger (46)extending into an air duct (40) that is in connection in the direction of flow downstream of the second heat ex-changer (46) with an air supply system (41, 38, 36) which supplies the air flowing through the second heat exchanger (46) to the region of the inner side of the seat contact surface (31).
2. Conditioned seat according to claim 1, characterised in that the temperature of the air supplied by the air-conditioning device (18) is controllable by means of the controlling system (20).
3. Conditioned seat according to claim 1, characterised in that both the temperature and the air humidity of the air supplied by the air-conditioning device (18) is controllable by means of the controlling system (20).
4. Conditioned seat according to claims 1 to 3, characterised in that the controlling system (20) is formed by a microprocessor in which families of characteristics for control of the air-conditioning device (18) and of the electrical heating element (24) as a function of the measured temperature are stored.
5. Conditioned seat according to claim 4, characterised in that material parameters for the region between seat contact surface (31) and air-conditioning device (18) are taken into account in the families of characteristics.
6. Conditioned seat according to claim 1, characterised in that the second heat exchanger (46) extends into a cooling duct (52) through which cooling air can flow.
7. Conditioned seat according to claim 1, characterised in that a respective fan (50, 54) is arranged in the air duct (40) and in the cooling duct (52), the speed of rotation of which fan is controllable by the controlling system (20).
8. Conditioned seat according to claim 1, characterised in that a wick (48) which extends to the heating side of the Peltier element (42) is arranged in the air duct (40) downstream of the first heat exchanger (44).
9. Method for controlling the temperature of the conditioned seat according to claim 1, in which at a high initial temperature of the region of the seat contact surface - the air-conditioning device is operated so that the conditioned air supplied by it to the region of the seat contact surface cools the temperature of the seat contact surface quickly and for a short time to a temperature that lies clearly below a pre-set desired temperature, and - subsequently the air-conditioning device is operated so that by means of the conditioned air supplied by it to the region of the seat contact surface the desired temperature is reached and substantially maintained.
10. Method according to claim 9, characterised in that the air is repeatedly cooled for a short time to a temperature that lies clearly below the pre-set desired temperature.
11. Method according to claim 10, characterised in that the seat contact surface of the back rest and of the seat surface are cooled alternately.
12. Method for controlling the temperature of the conditioned seat according to claim 1, in which at a low initial temperature of the region of the seat contact surface - the electrical heating element is operated at full capacity until a desired temperature is reached, - after reaching the desired temperature the air-conditioning device is additionally operated, and the power output of the electrical heating element is reduced, the desired temperature being substantially maintained, once the seat contact surface and the regions surrounding it have been heated through completely, the electrical heating element is switched off and the air-conditioning device is operated so that by means of the conditioned air supplied by it to the region of the seat contact surface the desired temperature is substantially maintained.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19504716 | 1995-02-14 | ||
| DE19504716.8 | 1995-02-14 | ||
| DE19548527 | 1995-12-22 | ||
| DE19548527.0 | 1995-12-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2211943A1 true CA2211943A1 (en) | 1996-08-22 |
Family
ID=26012399
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002211943A Abandoned CA2211943A1 (en) | 1995-02-14 | 1996-02-14 | Temperature-controlled seat |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US5921314A (en) |
| EP (1) | EP0809576B1 (en) |
| JP (1) | JP3064016B2 (en) |
| KR (1) | KR100305560B1 (en) |
| CA (1) | CA2211943A1 (en) |
| DE (1) | DE59601826D1 (en) |
| ES (1) | ES2133942T3 (en) |
| WO (1) | WO1996025301A1 (en) |
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-
1996
- 1996-02-14 CA CA002211943A patent/CA2211943A1/en not_active Abandoned
- 1996-02-14 ES ES96904780T patent/ES2133942T3/en not_active Expired - Lifetime
- 1996-02-14 DE DE59601826T patent/DE59601826D1/en not_active Expired - Fee Related
- 1996-02-14 EP EP96904780A patent/EP0809576B1/en not_active Expired - Lifetime
- 1996-02-14 KR KR1019970705554A patent/KR100305560B1/en not_active IP Right Cessation
- 1996-02-14 JP JP8524664A patent/JP3064016B2/en not_active Expired - Fee Related
- 1996-02-14 US US08/894,316 patent/US5921314A/en not_active Expired - Fee Related
- 1996-02-14 WO PCT/EP1996/000638 patent/WO1996025301A1/en active IP Right Grant
Also Published As
| Publication number | Publication date |
|---|---|
| JP3064016B2 (en) | 2000-07-12 |
| EP0809576A1 (en) | 1997-12-03 |
| DE59601826D1 (en) | 1999-06-10 |
| JPH10503733A (en) | 1998-04-07 |
| KR100305560B1 (en) | 2001-11-22 |
| ES2133942T3 (en) | 1999-09-16 |
| KR19980702159A (en) | 1998-07-15 |
| WO1996025301A1 (en) | 1996-08-22 |
| US5921314A (en) | 1999-07-13 |
| EP0809576B1 (en) | 1999-05-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20030214 |